Internal-combustion engine



c. P. SMITH. INTERNAL COIVIBUSTION ENGINE.

APPLICATION FILED lULY I3. 1920.

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C. P. SNNTH.

INTERNAL CONIBUSTION LNGINE. APPLlcMloN HLED JuLY13.192o.

C. P. SMITH.

INTERNAL COIVIBUSTION ENGINE.

APPLICATION FILED JULY I3. I920.

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C. P. SMITH.

INTERNAL coNBusTloN ENGINE.

APPLICATION FILED JULY 13| 1920.

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|NTERNAL coN|BusT|oN ENGINE.

APPLICATION FILED JULY I3, 1920.

Patube Oct. ML, w22..

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To ad whom t may concern: v A

Be it lnnown that l, @nannies P. Sierra,

a citizen ot the lllnited States otikmerica,

residing at White Pine in the county et t Jederson and State ot l rented certain -new and usetul llniprovements in lnternal-Combustionhngines, ot which the tollowing is a specihcation.'

illy present invention relates generally to lo internal'combustion engines, and more particularly to air cooled engines, my object being t e provision ot an internal combustion motorA including air cooling means applied internally as distinguished trom a l5 mere external sur-'tace cooling, the nature ot `which is such that the operation ot the motor as a Awhole will be greatly'beneted by virtue ot thorough scaven g ot the cylinders and expulsion ot almol the burned ae gases.

According to my present invention each cylinder, immediately following the opening ot its exhaust port, is subjected to a jet of air under sumcient pressure to thoroughly te clean out all ot the burned gases and' at the 'saine time cool the cylinder and in particular cool its combustion space so as to eld'ectively prevent pre-ignitionii-endOinfthis ways avoid overheating.,

ll also propose an arrangement in connection with which the usual surface radiation et heat. can freely take place and in which the intake ot each cylinder lor the air cooling and scavenging jet is controlled by 35 means which may also be utilized :tor the *controlv ot the exhaust port whereby permanent control ot' vthese two ports in properly timed relation is absolutely assured.

ln the accompanying drawings. which te illustrate my invention and form a part ot this specihcation, 4

Figure l is a sectional side elevation illustrating the practical application of my invention, l a5 Figure 2 is a vertical transverse section taken on line 2-2 of )Figure l,

Figure 3 is a 'vertical transverse section through one ot the combustion cylinders taken substantially on lino ,x3-3 oil Fig- ]Figure t is a partial vertical section through the air supply means,

lligure 5 is a horizontal section,

ennessee, have ini l,t06 ,09t, dated February 7, 199%;

Figure 6 is a side view ot one ot the cylinder valves, 55 lli re 7 is a horizontal section taken on y line -7 ot lFigure o, and l llignre e is a diagranashowingthe relation ot theicylindenpistone. and valves.

"Referring now to these hgures, l have t shown a tour cylinder tour cycle type of internal combustion motor in which the cylinders 10, l1, l2 and 13 are provided with opposed pairs ot intake valves .ld upon the cylinder heads ll and 'in communication 65 with the cylinders through intake ports 1t of these cylinder heads, each cylinder being in accordance with m invention provided at one side with an ex aust port 17 ccminunicating with the exhaust manitold 18 and 7e with an air intake port 19 at a point diametrically opposite the exhaust port 17 The exhaust port ll and the air intake port 19 ot each cylinder are controlled by a sleeve valve 20 which slides 'vertically in the cyl- 75 inder and has diametrically opposed exhaust and intake apertures 21 and 22, the 'turnier of which is set slightly in advance et the latter, .that is slightly nearer to the inner end ci the sleeve so that in operation the ezrse haustfport 17' will be' uncovered slightly in vadvance -ot the uncovering of the intake port 19,

Each valve sleeve 20 is actuated by an eccentric 23 on a valve actuating shalt 2t ext5 tending along the lower portions of the several-cylinders and provided with a sprocket wheel 25 at its Jforward end engaged by a sprocket chain '26 which also. engages a sprocket wheel 2'? on the engine or crank te shaft 28. 'llhis crank shaft has the usual cranks 259 joined by connecting rods with the operating pistons 31 ot the engine cylinders which move within the valve sleeves 20 before described.

dit its forward end the motor has a tan shaft v32 on which the usual surface radiation tan 33 is mounted, this tan having a sprocket fit above the sprockets 25;y and 27 just above mentioned whichis also engaged lee by the sprocket chain 26, and it will be noted from Figure Q that the chain 26 may also engage asprocket 35 on the shaft 36 controlling the gas intake valves lll, which form the subject matter ot my Patent No. let

The sleeve valve controlling shaft 24 is driven at a speed one half of that of the crank shaft 28 and thus during every second revolution of the latter, the sleeve valve 2O of each cylinder comes into upper effective position, its exhaust 'opening'2l first registering with the exhaust port 17 so that pressure, in the combustion space is relieved slightly in advance of the registering of its air intake opening 22 withy the air intake port 19. When the openings of the sleeve valve 2() of each cylinder thus register with their respective ports, air is jetted into and through the combustion space in sufficient volume to thoroughly scavenge out all of the products of the vrprevious explosion and at the Sametime cool the combustion space to an extent amply'sufiicient to avoid overheating, in .cooperation with the usual surface radiation fan 33, the several combustionv cylinders being preferably provided with surface radiation fins as seen in Figure 1. v

` Inaccordance with my present improvements I preferably supply air to the severalcylinder air intake ports 19 through pipes 37 and 38 from a pair of air compressing cylinders 39 and' 40 mounted forwardly of and in line with the series'of combustion cylinders and having pistons 41 and 42 as i shaft 28. Pipe 37 from the compressor cyl- "i'n'der39 communicates with the air intake ports 19 of cylinders 11 and 12, while pipe 38 leading from the compressor cylinder 40 communicates with the air intake ports of cylinders 10 and 13 so that the two compressor cylinders thus take care of the four combustion cylinders in so far as supply of air at the proper times is concerned, the cranks 44 of the compressor cylinders being slightly angular with respect to the cranks of the shaft'28 actuating the pistons of the combustion cylinders.

The compressor cylinders 39 and 40 are moreover preferably provided in their upper closed heads 46 with air relief valves 47 seated upwardly in seats therein, which open downwardly to permit of the intake of air and which under normal circumstances close upwardly as the respective pistons 41 and 42 move upwardly, the stems 48 of these valves being preferably engaged by closing springs `49, with the upper ends of the valve stems adjacentto and engageable by bell cranks 50` mounted on cylinder head brackets 51 and also engaged by branches 52 of a con.- trolling connection 53 preferabl having a 'manual controlling member 54 or location on the dash of a vehicle as indicated in Figure 1 wherebyfthe operator may by a rearward pulllon the connection 53 rock both of the bell cranks 50 and hold the air intake valves of the compressor cylinders against closing when as for instance during starting of a cold motor, it is desired to conserve heat until the motor warms up.

Thus my invention proposes an arrangement in which the troubles of water cooling arrangements and the constant attention required thereby, are avoided, and means utilized in lieu thereof which will effectively operate to prevent overheating and yet enable the motor to maintain a maximum permissible heat at which it is most effective and complete and thorough combustion obtainable, and it is likewise obvious that my invention utilizes means for the above purpose which will thoroughly scavenge the combustion chambers and reduce to a minimum the collection of carbon and the disadvantages thereof.

I claim:

1. An-air cooled internal combustion engine having combustion cylinders and air compressor cylinders in line lwith one another, a common crank shaft for the several combustion and compressor cylinders, pistons in the several cylinders connected to said crank shaft, each of the combust-ion cylinders having an exhaust port and an air intake opening diametrically opposite the exhaust port, a sleeve valve movable axially in each combustion cylinder having openings to register with the exhaust port and air intake opening, a valve actuating shaft for the several sleeve valves parallel to, and having a geared connection with, the crank shaft, and a pipe connecting each compressor cylinder with the air intake openings of a pair of combustion cylinders.

2. An air cooled internal combustion engine having combustion cylinders and air compressor cylinders in line with one another, a common crank shaft for the several combustion and compressor cylinders, pistons in the several cylinders connected to said crank shaft, each of the combustion cylinders having an exhaust port and an air 1ntake opening diametrically opposite the exhaust port, a sleeve valve movable axially in each combustion cylinder having openings to register with the exhaust port and air intake opening, a valve actuatin shaft for the several sleeve valves paralle to, and having a geared connection with, the crank shaft, and a pipe connecting each compressor cylinder with the air intake openings of a pair of combustion cylinders, said sleeve valve of each combustion cylinder being arranged to open the respective exhaust port slightly in advance of uncovering the respective air opening.

In testimony whereof I have affixed my signature.

CHARLESv P. SMITH, 

